Recording system for vehicle traffic



March 30, 1965 w. R. SMITH 3,176,125

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March 30, 1965 w. R. sMlTH RECORDING SYSTEM FOR VEHICLE TRAFFIC 7Sheets-Sheet 2 Filed May 29, 1961 FIG. 2A.

HOURS COLUMN ROW Cl MINUTES SWITCH /SI IOO JNVENToR. W. R. SMIT H HISATTO'RNEY March 30, 1965 w. R. SMITH 3,176,125

RECORDING SYSTEM FOR VEHICLE TRAFFIC Filed May 29, 1961 7 sheets-sheet sFIG. 2B.

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WRSMITH HIS ATTORNEY March 30, 1965 w. R. SMITH RECORDING SYSTEM FORVEHICLE TRAFFIC Filed May 29, 1961 FIG. 2C.

7 Sheets-Sheet 4 sPBP v -7L@ |55 (+I 80 I-I 7s 78| I+) I- I-IiI- B'II a4II I+I uw I57IT`I'53 Pe I 272 2 I 27| I I I 27o )I I I+ I I I I I 6 P3 II IVI I I I M274 I,

I I 1 I I I l I I I I I I I I I I I I I I PICKUP IN RESPONSE I I I I 2STTo INDICATION I I I I I A/sTATIoN coDEsI I I I I I-I I f I I I I gI- I II-I/ I I I i I |55 I I I I Se; I I I I I I TRACK occUPANcY Bus c.T.c.coDI I I I T swITcH NORMAL Bus RECEIVIN III I I I I T SWITCH REVERSE BUSAPPARATUS I I I I T I I I I I I S0 I :235 I I I I I I 68 I VI FI II RK II .I IMI- I- ,I En, I I .II TI I +II *EHU I 23| I I I I I I I-I .4 ,.I.T'II I I VI (I .I. 233 234 sefIe-y 267 27s I 2254+) I2I LLII O 86 2I6WIrhm W II'NSVEIIIIIII BY V2 PML HIS ATTORNEY March 30, 1965 w, R. SMITH3,176,125

RECORDING SYSTEM FOR VEHICLE TRAFFIC Filed May 29. 1961 7Sheets-Sheetzl'o FIG. 2D. l 2|o 28S *l 20S 2n 225 4l T1 1 :LII-l 203 l*300 l I 1ST 305 224, TJIEI I l TJEz MURE 244\ l I l |5'5' N112? i 3077 IZA/ilif-S JI 'n l .kfz FIGS i T128 E I -4 I kb' I -EMBS t@ l i I I l i,HlfL-r ,fb-NI..- g LLJLFE i ll i sl're Mkt.' wltri gg A A l; aL-5"?"Elf' :|39l LA" t: L@ 'tri l *u32 ll l A| H7 l g Tim, .Q-L, :|40 ML EILn,

l -l l l 52+ @MT-14| 55 134' l 1 wrme l In i l. IIb/1 56 |TlcgKEN I ISELECTNELY coDED BY INSERTION I oFcDED JACKS (SEE .3.) l l I l f SWITCHCLOSED BY 1(- IN V EN TOR.

WR. SMITH HIS ATTORNEY March 30, 1965 w. R. SMITH RECORDING SYSTEM FORVEHICLE TRAFFIC 7 Sheets-Sheet 6 Filed May 29. 1961 FlG. 2E;

`INVENTOR. BY W. R. S M l T H yww HIS ATTORNEY March 30, 1965 w. R.SMITH RECORDING SYSTEM FOR VEHICLE TRAFFIC '7 Sheets-Sheet 7 Filed May29, 1961 EIHPB F 2 Cl 8 O (mL P S |1\.... E 2 lv TD DI C NE AOT .MOYSCmmse P/mmckl S 1 E i l. Q O n M 2 2 HIS ATTORNEY United States Patent ORECORDENG SYSTEM FR VEHlCLE TRFFC Willis R. Smith, Rochester, N.Y.,assigner to General Signal Corporation Filed May 29, 1961, Ser. No.113,3i2 2t) Ciahns. (Cl. 246-123) This invention relates to recordingsystems for vehicle trahie and it more particularly pertains to arecording system for automatically printing arrival times of vehicleswhen passing given spaced locations along a rightoi-way in designatedrows and columns in a tabulation on a record sheet.

The usual practice in centralized traiic control systemsV for railroadsfor recording the passage of trains is to record the progress of thetrains on a recording sheet which is driven in accordance with time.There are several laterally spaced recording pens which provide markingson the recording sheet when their associated spaced locations along theright-of-way `are occupied by trains. To complete the record of theprogress of a train, it is necessary to draw interconnecting linesbetween recordings at the` several locations.

The system according to the present invention provides a printed recordof the arrival times of vehicles at the spaced locations in a manner toprovide in a fully automatic manner a more comprehensive record of theprogress of vehicles'. The` arrival times of a particular vehicle atvarious locations throughout a right-ofway are typed as the vehicleprogresses in a given row on a record tabulation form, with the times ofarrival at the several spaced locations for the vehicle being indilierent columns in an order comparable to the passage of the vehiclethrough the locations successively.

This mode of operation is accomplished by the operation of an automatictypewriter in accordance with a punched tape input to the typewriter.The tape is punched each time a vehicle enters a location along theright-ofway to carry successively codes indicative. of vehicleidentities, location in` the right-of-way, time (hours) switch positionand occupancy conditions and time (min- Utes). When this tape is fedinto the automatic typewriter, the record sheet is positioned in aparticular row by the vehicle identity code and is actuated to aposition for typing in a particular column in accordance with thelocation code. The time and switch position and occupancy codes are thenused to govern the information to be typed into the space that has beenselected on the record sheet.

The operation of the system is fully automatic, except for thedesignation of the identities of the vehicles upon entering theterritory. Such designation can be accomplished by the insertion of acode designating token in a jack in 'a suitable control panel, the tokenbeing eiiective to register a code indicative of the row on therecordingsheet where the associated vehicle will have its progressreported, and the particular jack into which the token is inserted onthe control panel being effective to select a particular storage device,such as a stepping switch, to be used for tracking the progress of theassociated vehicle throughout the territory for which the recordingsystem is provided.

An object of the present invention is to provide a recording system `forregistering the times of passage of vehicles through predeterminedlocations in a` tabulation on a record sheet by automatically typing thetimes in appropriate tabulations on the record sheet in response to theprogress of the vehicle.

Another object of the present invention is to automati cally registerthe times of arrival of a vehicle at different route of train No. 2 foreastbound traffic.

ICC

locations throughout the right-of-way 'all in the same row on a recordsheet.

Another object of the present invention is to indicate the route of eachvehicle through each location by typing a symbol indicative of theposition of the switch at each location along with the arrival time ofthe vehicle at that location.

Other objects, purposes and characteristic features of the presentinvention will be in part obvious from the accompanying drawings and inpart pointed out as the description of the invention progresses.

ndescribing the invention in detail, reference is made to theaccompanying drawings for a disclosure of one embodiment of the presentinvention in which like letter reference characters are used throughoutthe several illustrations to designate parts of a similar nature orfunction, and in which:

FIG. l is a block diagram of one embodiment of a recording systemprovided in accordance with the present invention;

FIGS. 2A through 2F when placed side by side illustrate a typicalcircuit organization for operation of an automatic typewriter toregister on a record sheet records as to the progress of vehicles; and yFlG. 3 is an elevational view, shown partially in cross section, of atypical token which can be employed in the recording system for codedesignation of the identity of a vehicle to have its passage recorded ona record sheet in the automatic typewriter.

The general organization of the system involves apparatus illustrated inFlG. l in block form for the control ot a suitable Automatic Typewriter50 to provide a typewritten record on a suitable train record sheet suchas the section of the Train Record Sheet 51. This Train Record Sheet isruled in rows and columns, the first column being for vehicle identity,and the subsequent columns being for the different successive locationsor held stations along a right-of-way for which the recording system isprovided. lt is providcdthat the times of passage of a vehicle pastsuccessive locations are typed in successive columns of the Train RecordSheet, all in one row. Thus the times recorded on the sheet in the firstrow, for example, are the times of passage past successive locationsalong the Similarly the times recorded in the second row of the TrainRecord Sheet are for the times of passage past successive locations o .awestbound train No. S.

The system is illustrated in FIG. l as being provided for recording thepassage of vehicles along a right-of-way comprising a stretch of singletrack 52 having passing sidings A and B associated therewith. It isassumed that a conventional centralized trac control system is providedfor the control of signals (not shown) and for the power operation ofthe track switches at the ends of the passing sidings. Field stationsNos. 2 and 3 are provided for the centralized traic control of the trackswitches at the respective ends of passing siding A and eld stationsNos. 4 and :'5 are provided for the control of apparatus at the -trackswitches at the respective ends of passing siding B.' rlhese fieldstations are connected by a suitable communication channel 67 whichextends to `suitable Control l Oice CTC Apparatus 53. This provides aconventional means for communication of designated controls forgoverning traic from the control olice to the respective ends of thepassing sidings, and also provides means for the communication ofindications from the `field station locations to the control ofceindicative of the conditions of occupancy, the positions of the trackswitches, the conditions of the signals etc. Conventional detector track,sections are provided for each of thertrack switches, such as the tracksection 54, for example, which is provided 3 for the track switch at theleft-hand end of the passing siding A.

A suitable Token Panel 55 is provided at the control oice for the manualdesignation of the several rows on the Train Record Sheet which are tobe used for recording the passage of the several vehicles which enterthe territory for which the train recording system is provided. Tokenjackson the Token Panel 55 are arranged in two laterally spaced columns,one column being for eastbound vehicles and another column being forwestbound vehicles. The token jacks TIEl, TIEZ and TIES are provided forregistration of the presence of eastbound vehicles, and the tokens TIWI,TIWZ and T IW3 are provided for registration of the presence ofwestbound vehicles. The number of token jacks provided for eitherdirection of traic is in accordance with the maximum number of eastboundor westbound vehicles that can be expected to occupy the territory forwhich the train recording system is provided at one time.

The tokens 56 (see FIG. 3) which are provided for insertion in the tokenjacks are coded so that a different Code is set up by each of severaltokens, when inserted in token jacks, corresponding to the several rowsof spaces appearing on the Train Record Sheet. Thus, for example, if anew Train Record Sheet is to be provided each day, the number of tokensrequired would be in accordance with the number of vehicles that wouldbe expected to pass through theterritory during a day, and thus thiswould correspond to the number of rows to be used on the Train RecordSheet, one row being provided for each vehicle.

Stepping Switches For Tracking Vehicles are illustrated by the block 57of FIG. l. These stepping switches are associated with the several tokenjacks TI on the Token Panel 55, one stepping switch being used fortracking the entire route of a vehicle through the territory, successivesteps being taken as the vehicle progresses from station to station.

The Automatic Typewriter 50 is operated in accordance with a punchedtape 5S which is fed into the Automatic Typewriter 50 -frorn a suitableTape Puncher 59. For recording the presence of a vehicle at a particularlocation, eight codes are successively punched on the tape 5S comprisingrespectively selected punchings in rows across the tape 58 asillustrated in FIG. l. The rst code punched is indicative of a startcode for initiating the operation of the automatic typewriter apparatus,the second code is an identity code for selecting a row on the trainrecord sheet corresponding to the vehicle to have its presence recorded,the third code is a station code which determines the particular columnin which the arrival time is to be typed, and the subsequent codes areindicative of the time, switch position, and siding occupancy conditionto be typed in a particular position which has been selected on theTrain Record Sheet 51 by the preceding codes.

The punching of the row selection code is accomplished by Row CodeSelection Apparatus 60 which is controlled in accordance with theidentity code determined by a token 56 inserted in a token jack TJ, andthus associated with a stepping relay which has been actuated forregistration of a vehicle into a particular location.

The column code punched in the tape is in accordance with the operationof Column Code Selection Apparatus 6I which is governed by the receptiono an indication by OS Indication Relays 62 from a particular fieldstation.

Codes for printing the time on the train record sheet are punched in thetape 5S in accordance with Time Code Selection Apparatus 63, whichsuitable Clock 64.

A code is punched on the tape 5S by the Tape Puncher 59 in accordancewith the condition of the track switch and the condition of occupancy ofa passing siding by Switch and Siding Occupancy Code Selection Apparatus65. This apparatus 65 is controlled both by the Stepping Switches ForTrack Vehicles 57 and by Switch Indication in turn is governed by aRelays 66 in accordance with indications received via the centralizedtrailic control system from the different field stations.

Having thus considered the general organization of the system,consideration will now be given to typical detail apparatus provided forone embodiment of the present invention as is shown in FIGS. 2A through2F. These circuits have been shown as typical for the purpose ofsimplifying the disclosure of the present invention as to its mode ofoperation rather than attempting to show the system complete, the detailcircuit organizationbeing shown more particularly as related toeastbound traic. It is to be understood that similar apparatus isprovided for the tracking of vehicles for westbound trafiic.

With reference to FIG. 2C, CTC code Receiving Apparatus 68 isillustrated as providing for the picking up j of station relays 2ST, 3STand LST in response to indication station codes from the respective eldstation Nos. 2, 3 and 4. This apparatus is also illustrated as providingenergization for a rTrack Occupancy Bus, a Switch Normal Bus and aSwitch Reverse Bus from which normal and reverse switch indicationrelays NK and RK can be selectively energized. A track-down relay TD isprovided for energization from the Track Occupancy Bus whenever anindication is received that a detector track section at any one of thefield stations has become occupied by a vehicle.

In addition to the station relays 2ST, 3ST and 4ST, a station relay 1STis provided for use in setting up the entrance of a vehicle into theterritory, this relay being subject to energization by the actuation ofa push button SPB and an associated push button repeater relay SPBP.`rThere is also provided an associated location relay LC which is usedto initiate the code communication system into a cycle of operation upondesignation of the identity of a vehicle entering the territory so as toeffectively provide a lockout to prevent the possibility of informationbeing fed into the tape puncher simultaneously from a number ofdifferent stations. In other words, the system is provided in such amanner that the punching of a tape is rendered eiective while a cycle of'operation of the code communication system of the CTC apparatus is inprogress, such CTC apparatus being operable to prevent interferencebetween stations having indications to be transmitted at the same timeby causing the indications from the several eld stations to betransmitted successively in a predetermined order during separate cyclesofV operation of the normally at rest code communication apparatus. Aslow drop away relay SB (see FIG. 2B) is picked up whenever the codecommunication system is in a cycle of operation, it being maintainedsteadily energized until the end of the cycle.

Typical stepping relays, or switches, for tracking castbound vehiclesllESP and ZESP are shown in FIG. 2F, these relays being associated withthe token jack-s TJEI and TJEZ respectively (see FIGS. l and 2D). Eachof these stepping relays is used to track the passage of a vehiclethroughout the right-of-way after the vehicle has had its presenceregistered as having entered the territory for.which the recordingsystem is provided. Each of these stepping relays is illustrated ashaving thirty steps, and it is actuated one step for each period ofenergization of its winding. A relay ESPP is provided to indicate whenany of the stepping relays ESP is energized. This relay is normallyenergized but is dropped away when any one of the relays ESP isenergized.

Associated with the control of the stepping switches are steppingcontrol relays EP and ERP (see FIG. 2D) and occupancy storage repeaterrelays EROI, EROZ, EROS, EADR, ERDR and EZDR.

With reference to FIG. 2F, a homing relay H is provided for use inVresetting each of the stepping relays ESI?. A relay CK-is provided forchecking that the position called for for a stepping switch has beenobtained.,

A bank of punch control relays P (see FIG. 2A) is provided for governingthe sequence of punching by the tape puncher. This bank of relayscomprises relays Pl-SW, P2-ID, Pil-LO, Pfl-TH, PS-TH, P-M, P7-TM, PS-TMand PP.

Apparatus for selecting time codes to be punched on the tape is,illustrated in FIG. 2B as comprising a synchronous motor CM which drivesa cam CM1 so as to actuate the contact 69 once every minute. A relay TEPdirectly repeats the contact 69;" Steppingswitches Tll, T2 and T3 areprovided for counting-the actuations of the relay TEP, the steppingswitch T1 being stepped one step for each actuation of the relay TEP,the stepping switch T2 being actuated one step for each ten actuationsof the relay TEP, and the stepping switch T3 being actuated one step forevery sixty` actuations of the relay TEP. The stepping switches T1 andT2 can be of the same type as has been described for use for trackingthe passage of vehicles, each stepping switch having thirty steps, Whilethe stepping switch T3 is of a similar type but having only iifteensteps. Contactsof these stepping switches are used to select the timecodes to be punched by the tape puncher.

Having thus described the general organization of the apparatus for oneembodiment of the present invention, more detailed consideration as tothe detail circuits involved will be given relative to consideringtypical op erating conditions of the system.

Operation teni is provided and all of the tracking stepping switches SPhave been operated to their homing (step Sil) positions. Under theseconditions the relay ESPP (see FIG. 2D) is in its energized positionbecause it repeats the homing positions of all of the stepping relaysESP. Thus this relay is energized through back contacts 70 and 71 ofstepping switches ZESP and lESl respectively (see FIG. 2F) and wire 72.The energization of this relay provides that the relay EADR (see FIG.2E) is energized by a circuit including front contact 73 of relay ESPP(see FIG.` 2D) back contact '74 of occupancy storage repeater relay EROEand wire 7S. With reference to FIG. 2F, the relay El, which repeats thehoming relays in their normal positions is maintained normally energizedby a stick circuit including front contact 76 of relay RSPP and frontcontact '77 of relay El.

To consider the mode of operation of the system upon thepassage of avehicle, it will be assumed that an eastbound vehicle is to enter theright-oi-way for which the recording system is provided. To registerthe` presence of the vehicle in the system, the operator at the controloiiice selects a token such as the token 56 shown in FIG. 3 forinsertion in one of the token jacks for eastbound vehicles. The tokenthat he selects will preferably be one that has a code set up by theposition of cams T17 in the token 56 to provide a code for the third rowshown on the Train Record Sheet Sll of FIG. l, because that is the nextrow on the Train Record Sheet l that is available for typing the recordof the progress of a vehicle. In other words, the operator is assumed tohave token 56 which have codes set up therein corresponding to codesrequired to operate the Automatic Typewriter 50 to positions for theseveral rows that are ruled on the train record sheet 5l, and althoughthe code to be set up by the token 56 can be considered as beingindicative of a particular vehicle because itis used to designate therow in which a particular vehicle has its record type, it is alsoindicative of a particular row on the Train Record Sheet 5l.

The operator at the control ofce inserts the token S5 in any one of thetoken jacks TJ on the Token Panel 55 for the particular direction oftraiiic to be established,

d and he will normally insert the token in the first token jack thatdoes not already have a token inserted in it in the vertical row oftoken jacks Tl for a particular direction of trafhc. Thus if it isassumed that the vehicle approaching is an eastbound vehicle, theoperator can insert a token 56 having a code corresponding to the thirdrow on the Train Record Sheet 51 into the token jack TJETL on the TokenPanel 55 (see FIG. l).

Having thus selected the stepping switch lESP (see FIG. 2F) bytheinsertion of the token 56 into the token jack Tli, the operator thenactuates a start push button SFB (see FIG. 2C) for initiatingregistration on the Train Record Sheet 5I of the vehicle entering theterritory. This causes the picking upof relay SPBP by the energizationof a circuit including back contact 73 of relay LC and i contact 79 ofpush button SPB in its depressed position.

The picking up of relay SPBP closes a stick circuit for that relayincluding back contact di? of relay TST and front contact 8l of relaySPBP. The picking up of relay SPBP causes the picking up of the relay LCto initiate a cycle of the code communication apparatus in accordancewith the closure of front contact 32. Relay LC is maintained picked upthroughout the cycle of operation of the code communication apparatusaccording to usual CTC practice by the energization of a circuit (notshown) for its lower winding.

The picking up of relay LC causes the picking up of the station relay STfor the entering location of the vehicle by the energization of acircuit including front contact 33 of relay LC and front contact S4 ofrelay SPBP. When relay iST is picked up, the relay SPBP becomes droppedawayby the opening of its stick circuit at back contact 8), but relay1ST is maintained picked up 'oy a stick circuit including front contactS5 which is connected in multiple with front contact 84 or relay SPBP.The picking up `of relay 1ST causes the picking up of relay TD by theclosure of an obvious circuit for this relay at front contact Sti, andrelay TD is maintained picked up throughout the cycle of operation ofthe code communication apparatus by a stick circuit including frontcontact 87 of relay SB (see FIG. 2B) Wire S8 and front Contact S9 ofrelay TD.

The picking up of relay TD initiates the operation of the tape puncherby providing energy` for picking up the relay lll-SW (see Fl'G. 2A) topunch a start code on the tape. The circuit by which the relay Pil-SW isenergized at this time includes front Contact Siti of relay TD (see FIG.2C), wire Sil, and back contacts 92, 33, 94, 95, 96, 97 and 9% of relaysP5-TM, Pil-TM, 13e-M, P-TH, Pd-TH, PS1-LO and PZ-iD respectively. Astick circuit is momentariiy established upon the picking up of thisrelay for the energization of its lower winding including front contact9u of relay TD (see FIG. 2C), wire 9i, back contact 99 of relay PP andfront Contact 160 of relay Pl.-SW.

Also at this time, the relay PP becomes picked up by the energization ofa circuit including front contact @il of relay TD (see FIG. 2C), wire9i, contacter lill of the mechanism of the tape puncher and back Contactle?. of relay 11d-TM. This relay is maintained picked up until thecontacter lill of the tape puncher is rotated to Va position where thecontact strip w3 on the outside of the contacter opens the circuit. Thiscontact strip maintains a contact closed only for approximately 240 or"rotation of the contacter lill. Thus the relay PP is pulsed during thepunching of the tape at a regular rate determined by the contacter lillof the tape puncher. When the relay PP becomes picked up, a circuit isclosed for energization of control wires C2, C3 and C.'- for punchingholes in the tape corresponding positions. The solenoid for punching ahole in the second position across the tape is energized in accordancewith the application of energy to wire CZ through front contact 1494 ofrelay PP, back contacts L95, lil, 1tl7, 108, N9, 110 and lll of relaysP-TM, P7-TM, Pf6-M, PS-T H, Thi-TH, PS-LO 7' and P2-1D respectively,front Contact 112 of relay Pil-SW and front contact 113 of relay P1-SW.Similarly the code wires C3 and C4 are energized for actuation of theirassociated punching solenoids through front contacts 111i and 115respectively.

When the relay PP becomes dropped away by the opening of its circuit bythe contacter 1111, the relay PZ-ED becomes picked up by theenergization of a circuit including front contact 9h of relay TD (seeFIG. 2C), wire 91, back Contact 99 of relay PP, front contact 160 ofrelay P1-SW and front contact 116 of relay P1-SW. Upon tie picking up ofthis relay, a stick circuit is established extending from wire 91through back contacts 92, 93, 94, 95, 96 and 97 of relays Pi-TM, P7-TM,Po-M, PS-TH, PAS-TH and PS-LO respectively, and front contact 93 ofrelay P2-ID.

The relay PP becomes picked up to execute the second punching of thetape in accordance with code selected upon the picking up of relayTG2-1D in a manner sirnilar to that which has been described, and a codecharacteristic of the row on the Train Record Sheet 51 that has beenselected by the token that has been inserted in a jack TI in the TokenPanel 55 is fed into the tape puncher.

If the token for designating the presence of the vehicle entering theterritory has been inserted in the jack "HB1 (see PIG. l), for example,the relay )LEP (see FIG. 2D) becomes picked up in accordance with theclosure of the switch contact 118. This contact is closed uponinsertiony of a token 56 into the token jack TE1, and it is providedthat this switch contact 11S may be opened by the operator, if he wishesto prevent further registration in response to the passage of a train,by the rotation of the knob 119 at the end of the token (see FG. 3). Thecircuit by which the relay 1E? is picked up at this time includes frontcontact 12@ of relay TD (see FlG. 2C), wire 121, back Contact 122 ofrelay EZDR, front Contact 123 of relay 1ST, wire 124i, contact 311 ofstepping switch lll-ESP, wire 125, token contact 11S and upper windingof relay 1ER This relay when picked up is maintained energized by astick circuit for its lower winding including front contact 1211 ofrelay TD, wire 121, and front contact 126 of relay 1EP. The closure offront contacts 127, 128, 129, 130, 131, 132, 133 and 134 connectscontacts 135, 136, 137, 13S, 139, 141), 141 and 142 of ther token jackT1151 to wires 1, 2, 3, 4, 5, 6, 7 and 8 respectively which areassociated with the reference line P2 and which are connected to frontcontacts 143, 144, 145, 146, 147, 143, 149 and 150 (see FIG. 2A)respectively of the row punch relay PZ-ID. The front contacts 143through 151i connect selected energy to the tape punching solenoidcontrol Wires C1 to C respectively to provide for the punching of a rowcode as the second code during the cycle to be punched on the tape bythe tape puncher. The holes actually punched for this code correspond tothe contacts of the token jack TVE1 that are closed, and the particularcontacts that are closed are dependent upon the token 56 that has beenselected. This token has a particular distinctive combination ofpositions of cams such as the cams 117 of the token 56 shown in FIG. 3.

After there has been time for the tape to be punched as has beendescribed, the relay PP becomes dropped away, and the dropping away ofthis relay permits the picking up of the relay PS-LO for selecting thepunching of a code characteristic of the location of the vehicle whichis to have its arrival time registered on theTrain l Record Sheet 51.The circuit by which the relay P3-LO is picked up includes front contact@il of relay TD (see FIG. 2C), wire 91, back contact 99 of relay PP,back contact 11111 of relay P1-SW, front contact 151 of relay P22-1D,and lower winding of relay PF1-LO. A stick circuit which maintains therelay P22-ID picked up is opened at back contact 17 upon the picking upof relay PS1-LO, but the relay PZ-ID is maintained energized through bythe stepping relay T3.

g front contact 152 until the picking up of relay PP when its controlcircuit is again closed by the contactor 101.

The location code to be punched in the tape is selected by theparticular station relay that is picked up, and in this case, forregistration of an eastbound vehicle into the right-of-way, it isselected by the relay 1ST (see FrG. 2C). Thus it is provided that thestation control code is selected by energization of wires 1 and -5associated with reference line P3 in accordance with energy feedingthrough front contacts 153 and 154 respectively. The time ofenergization for actuation of the punching solenoids is determined by anetwork of contacts of the punch control relays P wherein energy isapplied to a punch energy bus 155 through front contact 14E-li of relayPP, back contacts 1115, 1%, 1117, 1118 and 169 of relays P5-TM, P'-TM,Po-M, P5-TH and P41-TH, front contact 156 ot `relay PS3-LO, back contact157 of relay P21D and back contact 112 of relay P1-SW. Energization otthe bus 155 at this time is rendered effective when the relay PZ-Dbecomes dropped away upon the opening of its stick circuit at backcontact of relay PP.

1n accordance with the application of energy to the code wires 1 and 5associated with the reference line P3 (see F-GS. 2A and 2C), energy isapplied to the wires C1 and C5 for energization of the punch solenoidsassociated with the second and fifth positions across the tape throughfront contacts 158 and 159 respectively of relay PS-LO.

The relay PP next becomes dropped away to close a pick-up circuit forthe relay P-TH to select the next code to be punched on the tape. Therelay P3-LO is maintained'picked up at this time by stick circuitsincluding front contact 97 of relay PS-LO and front contact 159 ofyrelay ID3-LO respectively. The circuit for the Venergization of relayPtit-TH at this time includes front contact 91') of relay TD (see FIG.2C), wire 91, back contact P9 of relay PP, Vback contact 152 of relayPZfID, front contact 16@ of relay Pi-L0, and lower winding of relayP41-TH. When the relay P-LO becomes dropped away upon the picking up ofrelay PP and after the relay Pri-TH has been picked up, a circuit isclosed through 4front contact 161 of relay P4-TH to energize the punchenergy bus 155 which feeds through contacts of the stepping relay T3(see FIG. 2B) to selectively punch a code on the tape indicative loftime in hours as counted The mode of operation of the stepping relays inaccordance with time will be hereinafter considered more in detail, butfor the present it is believed sufficient to assume that the steppingrelay T3 assumes a particular position in accordance with the number ofhours counted, and such position selects a code in accordance withtheparticular step to which the stepping relay T3 is operated for theselective energization of wires 1 and 5 associated with the referenceline P4, the energy for these wires being obtained from the bus 155 andselected through movable contact 162 of the stepping relay T3. Energyapplied to these wires is connected through front contacts 163 and 164respectively of relay P41-TH to the solenoid punch control wires C1 andC5. This is the punching of a code for the tens digit of the hourdesignation, and the punching is render-ed effective after the pickingup of the relay PP.

Relay P41-TH is maintained picked up by stick circuits including frontcontact 9e of relay P41-.TH and front contact 165 of relay P41-TH. Therelay P5-TH is picked up upon the dropping away of relay PP for punchingthe units digit of the number corresponding to the time V1n hours to beregistered on the train record sheet 51. The circuit for theenergization of relay PS-TH extends through front contact 9@ of relay TD(see FIG. 2C), wire 91, back contact 99 of relay PP, back contact 159 ofrelay JP3-LO, front contactlle of relay P41-TH and lower winding ofrelay PS-TH. When relay'PP becomes picked up again, the relay P41-THbecomes dropped away because of the opening of its stick circuit at backcontact 9 99, and energy is applied to the punch power bus 155 throughfront contact 167 of relay PS-TH and back contact ldl of relay Pai-TH.

The picking up of relay PE-TH applies a selected time code for printingthe units digit of the hours on the rl`rain Record Sheet 5l inaccordance with the closure of front contacts 17d, l7l, l72, l73, 174and 175. The selection of energy to be applied through these contacts tothe solenoid control wires C1 through C6 selectively is selected by theposition of movable contactors 176, 177 and 17E (see FIG. 2B) of thehour counting stepper relay T3, energy being selectively applied towires l, 2, 3, 4, 5 and 6 which areassociated with the reference linePS.

The next code to bepunched on the tape is a code indicative of theswitch position and occupancy condition of the passing siding. For the`condition that is being assumed at present, however, for setting up aregistration of a vehicle as enteringthe territory, there is no trackswitch involved, and thus there is no code punched for the sixthposition on the tape. The relay PMM, however, is picked up the next timethat the relay PP is dropped away to close back contact 99 by theenergization of a circuit including back contact 165 of relay Pi-TH andfront contact loll of relay PS-TH and the lower winding of relay Po-M.ri`his relay when picked up is maintained energized by a stick circuitincluding frontl contact 94 of relay PGJ/l and another stick circuitincluding front contact lt'itof relay Po-M.

The picking up of relay PP after the picking up of relay P-M causes thedropping away of relay PS-TH, and at this time energy is applied to thepunch energy bus 55 through front contact 179 of relay PAS-M. Thepicking up of relay Pd-M closes the front contacts 18d, lill, l and ltlfor applying a selected code to the solenoid wires Cl, C5, C6 and C7respectively. The code selected for application to these wires is inaccordance with the condition of energization of the relays NK, RK and Sof FlG. 2C, but inasmuch as these relays are all in their dropped awaypositions under the assumed condition, there is no energy applied to thewires l, 5, 6 and 7 which are associated with the reference line P5, andtherefore there is no punching of the tape for the position six insetting up the initial registration of the time of entrance of a vehicleinto the territory.

After the relay PP has become dropped away at the end of the period forpunching the sixth code on the tape, the relay P-TM is picked up forselecting the application of a code to the tape puncher for punching thedigit of the code for printing the number of minutes on the Trainllecord Sheet l. Relay P'-Tlvi is picked up under these conditions,through a circuit including iront Contact @il of relay TD (see FiG. 2C),wire El, back contact 99 of relay PP, back contact 134 of relay PSJPH,front contact 135 of relay Po-M and lower winding or relay P7-TM- Thepicking up of this relay establishes stick circuits at its frontcontacts 93 and lilo. The relay Po-M becomes dropped away upon thepicking up oi relay PP, and energy is applied to the punch bus S throughiront contact 137 of relay P7-TM and back contact 179 of relay Pei-M.The closure of front contacts ld, 1%9, Mtl, 191 and lZ or relay P7-TMconnects wires l, 2, 3, 5 and 6 associated with the reference line P7respectively to solenoid control wires Cl, C2, C3, C5 and Co forpunching a code in the tape in accordance with energy selectivelyapplied to these Wires indicative oi the time registered by the clockmechanism and particularly by the stepping relay T2 of FlG. 2B. Thusenergy is applied selectively to the different code wires l, 2, 3, 5 and6 associated with the reference line P7 in accordance. with the timeregistered in minutes and in accordance with the positions of themovable contactors w3, wrt and 1% of the stepping relay T2.

The next time the relay PP becomes dropped away, the relay P-TM becomespicked up by the energization of a circuit including front contact 9u ofrelay TD (see FIG. 2C), wire 9i, back contact 99 of relay PP, backcontact 169 of relay P-M, front contact 196 of relay P'-TM and lowerwinding of relay P3-TM. This relay is maintained picked up by a stickcircuit includingits front contact 927; until the relay 'PD becomesdropped away at the end ofthe communication cycle upon the dropping awayof the slow acting relay SB. Relay P7-TM becomes dropped away when therelay PP becomes picked up, and energy is applied to Vthe punch bus ISSthrough front contact 197 of relay PS-TM and back Contact of relayP7-TM. The picking up of relay PSJM connects wires l through 6associated with the reference line PS to the solenoid punch code wiresC1 through C6 respectively in accordance with the closure of frontcontacts 193, 199, Iliid, 261, Z'liZ and 263 respectively. Energy isselectively applied to these code Wires in accordance with the`condition of the stepping relay Ti which is used for counting up to tenminutes, the codes being selected in accordance with the position of themovable contactors 2de, 205 and 26e.

Having thus completed thepunching of the tape 58, the tape 53 is fedinto the Automatic Typewriter 5d and operates the typewritersuccessively in accordance with the respective codes that have beenpunched on the tape rihus the Automatic Typewriter positions the TrainRecord Sheet Si to a row corresponding with the code punched on the tapeindicative of the token code of the token 56 that has been inserted inthetoken jack Tlllr. The following code on the punched tape 5d actuatesthe llrain Record Sheet 5l in the Automatic ri`ypewriter to a particularrow position corresponding to the station No. l for registration ofentry of the vehicle into the right-ot-way, and the subsequent codesprovide i'or the typing in the space that has been selected by the priorcodes on the Train Record Sheet :'51 of the particular time in hours andminutes indicative of the time or" registration of the vehicle into thestretch of right-ot`-way illustrated in FIG. l. When the communicationcycle of the CTC system is completed, the relay SB of PiG. 2B is droppedaway, and the dropping away of that relay dcenergizes the stick circuitfor the relay TD by the opening of front contact S7 so that the 'relayTD becomes dropped away to remove energy from the circuits that havebeen described for control of the tape pencher.

lt is to be understood that the Inode of operation in the control of theTape Puncher S9 that has been described for one cycle of operation toregister an arrival time ot a vehicle on the Train Record Sheet 5ft istypical of the mode of operation that is elective each time a vehicleenters a particular zone or track section which is used t0 indicate itspresence and to initiate the operation of the Tape Puncher 59 to punch aseries of codes corresponding to the series of codes that has beendescribed during a typical operating cycle. lt is to be furtherunderstood that a similar inode of operation is effective in punchingthe tape to register the presence of a westbound vehicle as itprogresses along the 1'ight-of-way. The circuits which are shown indetail for operating the Tape Punch-r 59 for the passage of an eastboundtrain are thus to be considered as typical of the circuits that are alsoprovided but are not shown in detail for punching the tape to registerthe presence of a westbound Vehicle at the various iield stations as thevehicle progresses.

Tracking- The manner in which the steps of each of the eastbound stepperrelays are assigned for storage of the presence of a vehicle indifferent sections of the righto-way` ,is illustrated by step numbersassociated with the track diagram in FIG. l. Thus the steps 3 and 4l areassociated for storage of the presence of vehicles in the passing sidingA and step No. 5 is used for registering the storage of a vehicle on themain track associated with Y passing siding A. The steps 6 and 7 areused for storage of the presence of vehicles in the block betweenpassing sidings A and B, and `the steps 8 and 9 are used for regboundvehicle in the stretch of main track associated with the passing sidingB, and stepsV I1 and 12 are used for registering the presence ofvehicles in the stretch of track extending beyond the passing siding B.It is to be understood that in a similar manner steps are assigned fortracking westbound vehicles along the right-of-way, the steps beingnumbered for the diiierent zones along the rightot-way in an orderstarting from the right-hand end of the stretch of track as illustratedin FIG. 1 and progressing in a manner corresponding to that which hasbeen illustrated on the track diagram as being used in the assignment ofsteps for the passage of eastbound vehicles.

In accordance with the station relay IST having been picked up asheretofore described, and the relay iE? (see FIG. 2D) having beenenergized, the stepping relay IES? is actuated to step No. 2 forregistering the presence of the eastbound vehicle in approach of thepassing siding A. The stepping relay TES? is energized upon the pickingup of the relay IEP (see FIG. 2D) by a circuit including front contact227 of relay EADR, wire 26S, front contact 269 of relay TST, frontcontact 2li) of relay TEP, wire 2i,lcontact 212 of stepping relay IESPand winding of stepping relay TESI. This actuates the stepping relayIES? from its step Si? to step No. l.

The energization of the stepping relay IESP opens back contact 71 in thecontrol circuit for the relay ESRI (see FIG. 2D) to'cause the droppingaway of this relay. The dropping away of relay ESRI opens the circuitfor the enerfrization of relay EAD-R (see FIG. 2E) at front Contact 73and thus causes the dropping away of this relay. The dropping away ofrelay EADR opens the circuit that has been described for theenergization of the stepping relay lESP at front contact 207, and thuscauses the deenergization of relay IESP and the closure of its backcontact '71 in the circuit for relay ESPP so that the relay ESPP againbecomes picked up.

The step counter relay EROS (see FIG. 2D) becomes picked up in responseto the picking up of the station relay 1ST, and thus the relay EROS isin its picked up position at this time. The circuit for the energizationof relay ERO includes front contact 213 of relay 1ST (see FIG. 2E) andWire 214. This relay when picked up is maintained energized by a stickcircuit as long as the relay TD is maintained picked up, including frontcontact 215 of relay TD (see FIG. 2C), wire 216 and front contact 217 ofrelay EROS. In accordance with the stepping relay IESP having beenoperated to its first step position, a circuit is closed for picking uprelay EROI including movable contactor 218 (see FIG. 2F) ofthe :steppingrelay IESP, wire 219, front contact 24N) of relay 1ST and wire 221.Relay EROI is maintained picked up by a stick circuit including frontcontact 215 of relay TD (see FIG. 2C), wire 216 and front contact 222 ofrelay EROI.

In accordance with the relay ESPP having been picked up, the relay EADRis again energized to advance the stepping switch IESP to the lsecondstep by the energization of a circuit including front contact 73 (seeFIG. 2D) of relay ESPP, front contact 74 of relay EROI, back contact 223of relay EROZ and wire 75. With relay EADR in its picked up position,the stepping relay TESI is energized for a second time by a circuitincluding front contact 267 of relay EADR, front contact 224 of relayIEP, back contact 225 of relay 1ERE and contactr226 of relay IESP. Theenergization of relay lESP opens back contact 71 and thus causes thedropping away of relay ESPP (see FIG. 2D), and the dropping away ofrelay ESPP causes the dropping away of relay EADR by opening its circuitat front contact 73. The dropping away of relay EADR deenergizes thestepping relay IESP, and thus causes the back contact 7l of relay 1ESPto be again closed and thus the relay ESP? is again picked The pickingup of the relay ESPP after operating the steppingpswitch IESP to itssecond step position, however, does not cause another step to be takenbecause the relay ERO2 (see FIG. 2D) is picked up during the second stepby the energization of a circuit including movable contactor 21Sofstepping switch IES? (see FIG. 2F), wire 227, front Contact 228 ofrelay IST and wire 229. This relay is maintained picked up by a stickcircuit including front contact 2115 of relay TD (see FIG. 2C), wire 2inand front contact 23u of relay EROZ. Thus the relays EROI, ERO2 and EROSare all in their energized position, and there is no circuit closed forthe energization of relay EADR as would be required for the actuation ofthe stepping relay IESP to take another step.

There is no further actuation of the stepping relay TESI during thisparticular cycle of operation of the system under consideration, andthus the relays IEP, EROI, ERO2 and EROS remain in their energizedpositions because their stick circuits are dependent upon the closure offront contact 215 of relay TD until the relay TD is dropped away as hasbeen heretofore considered upon the dropping away of the slow actingrelay SB (see FIG. 2B) at the end of the CTC cycle of operation. Thuswhen the cycle of operation is completed and the relay SB becomesdropped away, the relays TD, IEP, EROI, ERO2 and EROS become droppedaway, and upon the restoration of these relays to their normallydeenergized positions, the relay EADR is again picked up by theenergization of a circuit that has been described, but the picking up ofthis relay cannot cause any further actuation of the stepper IESPbecause of the relay IEP having been dropped away.

To consider further actuation of the stepping relay TES?, it will beassumed that the vehicle enters the detector track section 54 (seeFIG. 1) at the left-hand end ofV the passing siding A, with the trackswitch in its normal position'and with the passing siding A unoccupied.Under these conditions, the stepping relay IESP is actuated to its stepNo. 5 for registration of the presence of the vehicle in the area on themain track associated with the passing siding A, steps No. 3 and No. 4being reserved vfor :storing presence of vehicles in the sliding A.

Upon the reception by the CTC code Receiving Apparatus 68 (see FIG. 2C)of an indication that the track section 54 (see FIG. 1) has becomeoccupied by a vehicle, the station relay 2ST is picked up and thepicking up of this relay causes the picking up of relay TD by theenergization of a circuit including front contact 231 of relay 2ST. Thiscircuit is energized in accordance with the reception of an OSindication by the CTC Code Receiving Apparatus 68 according to the usualmode of operation in centralized traic control systems. Relay TD ismaintained picked up throughout the indication cycle of the CTCapparatus in accordance with the energization of the relay SB (see FIG.2B) in a manner which has been heretofore described. Inasmuch as itassumed that the track switch at the left-hand end or the passing sidingA is in its normal position, the indication received relative to theposition of the track switch energizes the Switch Normal Bus (see FIG.2C) and thus the relay NK is picked up by energy from this bus throughfront contact 232 of relay 2ST. This relay is rnade slow to drop away byshunting its winding with a resistor 233 in series with a capacitor 234.If the track switch would have been operated to its reverse position forthe operation of the vehicle into the passing siding, the relay RK wouldhave been energized rather than the relay NK from the Switch Reverse Busthrough front contact 235 of relay 2ST.

Relay IEP (see FIG. 2D) is picked up for permitting operation of thestepping relay IESP by the energization of a circuit including frontcontact of relay TD (see FIG. 2C), wire 21, back contact 122 of relayEZDR, front contact 237 of relay-2ST, wire 238, movable con- 13 tactor239 or" stepping switch IESP, wire 125, contact 118 and upper winding ofrelay 1EP. This relay is maintained picked up for the cycle of operationof the code communication system by the energization of a stick circuitthat has been described.

Upon the picking up of relay 1EP, the winding of relay lESP (see FIG.2F) is energized to actuate the stepper to step No. 3, and, upon theenergizationof the stepping relay IESP, `its back contact 71 is openedand the relay ESPP (see FIG. 2D) becomes dropped away. The dropping awayof relay ESPP inV turn causes the dropping away of relay EADR by openingits circuitat front contact 73 (see FIG. 2D), and the dropping away ofrelay EADR (see FIG. 2E) causes the deenergization of the stepping relayIESP by opening its circuit at front contact 207.

The relay IESP is thus stepped lto its third step, and the relay EROZ(see FIG. 2D) becomes picked up by the energizaton of a circuitincludingmovable contactor 21S (see FIG. 2F) of stepping relay lESP inthe No. 3 step position, wire 239, front contact 240 of relay 2ST andwire 229. This relay is maintained picked up until the end of the cycleby a stickcircuit that has been described. The relay EROS is picked upupon the closure of front contact 240 of relay 2ST.

The relay EROl still remains in its dropped away position so that therelay EADR becomes picked up to cause another step to be taken by theenergization of a circuit including front contact 73 of relay ESPP, backcontact 74 of relay EROl fand wire 75.` The closure offront contact 207of relay EADR energiaes the relay lESP to actuate the stepper to stepNo. 4, and in accordance with such energization, the opening ofbackcontact 71rof the stepping relay IESP causes the relay ESPP to bedroppedl away and to` in turn cause the dropping away of relay EADR andthe deenergization of the `stepping switch IESP. There is no stepcounting relay ERO picked up at this time, and thus when the relay ESPPbecomes again picked'up, the relay EADR is again energized to causeactuation of the stepping relay IESP to step No. 5. p u

The relay ESPP becomes picked up upon the deenergization of the steppingrelay IESP, and in turn causes the picking, up of the relay EADRto applyenergization to theV stepping relay IESP for actuation of that relay tostep No; 5. Relay EADR is energized at this timeA through front Contact73 of relay ESPP, back contact 74 of relay EROll and wire 75. Thus thestepping relay IESP becomes actuated to` step No. 5 and the openingofback contact 71 of the stepping relay 1ESP causes the dropping away ofthe relays ESPP and EADR, thus deenergizing the winding of the steppingrelay IESP. p

Upon actuation of the stepping switch IESP to step No. 5, a circuit isclosed for the energization of the step counting relay EROI (see FI'G.2D) includingy movable contacter 218 of stepping relay IESP in the stepNo. 5 position, front contact 241 of relay 2ST, front contact 242 ofrelay NK and wire 221. It is now provided that the relays EROll, EROZand EROB are all energized, and

because of the energization of all of these relays, the` picking up ofthe relay ESPP after deenergization of the stepping relay lESP cannot beelfective to initiate actua-` tion of the steppingY relay lESP to thenext step. Thus the stepping is stopped for the stepping switch IESP in`accordance with energization of `relay 2ST. The stop- .t

ping of the stepping switch IESP on step No. 5 indicates that thevehiclel has enetered the stretch of main track associated with thepassing siding A. This storage is maintained until the vehicle proceedsto the point of entering the OS track section at the right-hand end ofthe passing siding A;

14 causes the restoration to normal conditions of the relays TD, IEP,EROI, EROZ, EROS and EADR as has been heretofore considered upon theending of a cycle of operation of the CTC` code communication apparatus.

As the vehicle progresses further so as to enter the OS track section atthe right-hand end of the passing siding A, an `indication istransmitted to the control office that such OS track section has `beenentered, and energy is `applied by the CTC Code Receiving Apparatus 68(See FIG. 2C) to the Track Occupancy Bus and to the Switch Normal Busduring a cycle of operation for the reception of indications. The relaysTD and NK become picked up by a mode of operation corresponding to thatwhich has been heretofore considered, and the relay IEP (see FG. 2D)becomes picked up againfor initiating further actuation of the steppingrelay IESP. A circuit by which the relay IEPA is energized at thistimeincludes `front contact of relay TD (see FIG. 2C), wire 121, backcontact 122 of relay E2'DR`, front contact 236 of relay NK, frontcontact 243 of relay 3ST, movable contactor 239 of relay lESP and stepNo. 5 position, wire 125 and token switch contact 118. Upon the pickingup of relay IEP, the stepping relay IESP is actuated to step No. 6` inaccordance `with the energization of its winding by a circuit includingfront contact 207 of relay EADR, front contact 224 of relay IEP, backcontact 225 of relay lERP, wire 244 and contact 226 of the steppingrelay IESP. `Relay ESPP becomes dropped away and in turn causes thedropping away of relay EADR according to a mode of operation that hasbeen described to deenergize the stepping relay 1ESP after the steppingrelay IESP `has been actuated to step No. 6;

The picking up of` relay 3ST `upon reception `of indications from fieldstation No. 3 causes the picking up of .the step counting relay ERO3 bythe energization of this relay through front contact 2745 of relay 3STand wire 214. After step No. 6 has been taken, the relay EROI becomespicked up by the energization of a circuit including movable contactor218 (see FIG. 2F) of stepping relay` IESP in step No. 6 position, frontContact 246 of relay `3ST ,and wire 221. The relay EROZ is stillin itsdeenergized position, however, and thus the relay EADR becomes` pickedup upon the picking up of relay ESPP by the energization` of a circuitincluding front contact 73 of relay ESPP, front contact 74 of relayEROI, back contact 223 of relay EROZ and wire 7 5.

The closure of front contact` 207 of relay EADR advances the steppingrelay IESP to step No. 7, and the opening of back contact 71 of steppingrelay 1ESP causes the relay yESPP to again be dropped away and to causethe deenergization of relay EADR which in turn deenergizes the steppingrelay IESP. The stepping is stopped on step 7 because of theenergization of the last of the step countling relays ERO2 by a circuitincluding movable contactor 213 (see FIG. 2F) or" stepping relay lESP atStep No. 7, fron-t contact 247 of relay 3ST and wire 229. With relaysEROI, EROZ and ERO3 all in their picked oppositions there can be nofurther energization of relay EADR during the cycle of operation, andthus the indication cycle progresses with no further actuation of thetracking apparatus. Upon termination ofthe cycle, the relay SB (see FIG.2B) is dropped away as has been heretofore considered, and the droppingaway of this relay `causes the restoration to normal conditions of therelays that have been maintained picked up dependent upon the energizedcondition of the relay TD. i

The tracking of an eastbound vehicle through the right- -of-wayillustratedy in FlGi l has thus been completed and it is to beunderstood that the circuit organization that has been described istypical of the circuit organization that would be employed in practicefor extending the territory `to any number of passing sidings or similartrack layouts,

l of the vehicle throughout the entire length of the extendedright-of-way.

ReseL-After the vehicle has left the territory, the-operator' of thecentralized traffic control machine at the control office can `causerestoration to a normal position (step No. 30) of a stepping relay for avehicle leaving the territory by actuation of a homing button HPB (seeFIG. 2F) associated with that stepping relay. vThus, for example, -forrestoration of the stepping relay llESP to its normal position,the'operator removes the token for the vehicle from the token jack TJEl(see FIG. 1) on the token panel 55 and depresses la homing push buttonEIHPB (see FIG. 2F). The actuation of this button to its depressedposition causes the picking up of relay Ell-I by the energization of acircuit including contact 248 of button BlHPB in its depressed position,winding of relay BIH, back contact 249 of relay E2H, back contact 25()of relay ESH and back contacts of other homing relays' that may beprovided in the system as indicated by XX. Relay EIH when picked up ismaintained energized by a stick circuit including back contact 251 ofrelay CK and front contact 252 of relay BIH. f

Upon .the picking up of the homing relay E11-I as has been described,and after'the homing push button ElHPB has been restored to its normalposition, a circuit is closed for pulsing the stepping relay lESP untilit is actuated t0 its homing (step 30) position. This circuit includescontacts 248, 253 and 254 of push buttons E11-IPB, ESHPB and EZHPB intheir normal positions respectively, front contact 255 of relay ESPl?,front contact 256 of relay ETH and contact 226 of the stepping relaylESP. It will be noted that the contact 226 is maintained closed untilthe stepping relay lESP reaches its thirtieth step, and thus when itreaches this point, it opens its own circuit so that it will stop atthat point; The pulsing of the relay IESP is rendered effective by therel-ay ESPP in the same manner as has been heretofore described for theactuation of the stepping relay IESP through successive steps. Thus thestepping relay lESP is actuated to its normal position after actuationof the homing push ybutton B11-IPB, and this stepping relay isconditioned so that it can be used for tracking -the passage ofk anothervehicle through the right-of-way in accordance with the insertion of atoken in the token jack TJEI V(see FIG. 1) on the Token YPanel 55. ftwill be readily apparent that the mode of operation that has beendescribed-for the resetting of the stepping relay IESP is `typical ofthe mode of operation provided for the resetting of other steppingrevlays for use in tracking vehicles for either direction of trafiic.

When the relay IESP has been actuatedfto its homing position, the relayCK is picked up to open `the stick circuit for the relay ElH at backcontact 251 and thus cause the restoration to normal conditions'of thisrelay. Relay CK is picked up at this time by the energization of acircuit including front contact 257 of relay ElH, movable contactor 258of stepping relay `IESP on its thirtieth step and back contact 259 ofrelay El. The relay El is in its dropped away position at this timebecause the dropping away of relay ESPP upon actuation of the steppingrelay lESP has opened the stick circuit for relay E1 at front contact76. =Ater the relay ElH has dropped away because of the picking up ofrelay CK, the relay El becomes restored to its picked up position by theenergization of a circuit including vront Contact 7 6 of relay ESP-P andback contacts 260, 261 and 262 of relays ESI-I, EZH and ElHrespectively. This opens the circuit that has Vbeen described or theenergization of relay CK at'back contact 259 and thus causes thedropping away of relay CK.

Recording of Meets and Passes-With reference to the data illustrated asbeing printed on the train record sheet 51 in FIG; l, it will be notedthat 4there is a choice of three diierent symbols to be printed betweenthe hour and Yminutes printed on the record sheet. One of these symbolsis Ya doit, a second symbol is a dash, and a third tactor 268 were atthe step 4 position.

symbol is an oblique line. When the dot is printed, it indicates thatthe track switch at that particular eld station was in its normalposition and there was no vehicle Within the passing siding.. `It a dashis printed, it is indicative of the track switch having been normal andthe siding occupied to show that that particular vehicle was meeting orpassing another vehicle at the passing siding, that particular vehiclehaving taken the main track. The oblique line symbol is indicative ofsiding occupancy with the track switch reversed, and thus the use ofsuch symbol in connection with printing the record for a particularvehicle indicates that such vehicle has taken the passing siding for themeeting or passing of another vehicle.

The relays involved inselecting the printing of such symbols as has beendescribed are the relays SO, NK and RK (see FlG. 2C). The sidingoccupancy relay SO is picked up whenever the storage stepping relay foreastbound or westbound tra'ic provides a storage for the siding of thepresence of a vehicle, provided that the field station at either end ofthe passing siding is transmitl ting indications to the control oiice.For the siding A (see FG. 1)', for example, the picking up of either thestation relay 2ST or 3ST (see FIG. 2E) when any one lof the steppingrelays for eastbound tratlc is on step 4, provides for the energizationof relay SO. Thus the relay S0 becomes energized when these conditionsare met by the closure of a circuit including movable con tactor 263 ofrelay tESP in its step d position, wire 264, front contacts 265 and 255of station relays 2ST and 3ST connected in multiple and wi're26'7.Similarly the relay SO would be energized by the stepping relay ZESP(see FIG. 2F) if this relay were in use and thernovable con- Furthermorethe relay SO is subject to control by the energization of similarcircuits (not shown) for storages by stepper relays for west-boundtraiic, energy being applied selectively to the wires 269 Vand 279. Therelays NK yand RK (see FIG. 2C) are selectively actuated in accordancewith the position ofthe track switch at the iield station which istransmitting an VOS indication as has been heretofore considered.

The selection of a code to be punched in the tape ofthe tapepuncher 5'9as the sixth code during a cycle of operation is thus selected -inaccordance with the position jointly of the relays SO, NK and RK. If thetrack switch is normal and the siding unoccupied, only the relay NK ispicked up, and only wire 5 associated with the reference ,line P6 isenergized for actuating the solenoid control wire C5 (see FIG. 2A) forthe control of the tape punchier 59. The circuit by which energy isapplied to this wire 'includes front contact 27) of relay NK (see FIG.2C)

and back contact 271i of the siding occupancy relay SO.

It the track switch is in its reverse position so that the relay RK isin its picked up position rather than the relay NK, energy is applied tothe wires l, 5 and 6 through front contacts 272, 273 and 274 'of relayRK respectively. This code calls for the printing of an oblique line onthe train record sheet.

if the track switch is normal and the siding is occupied, the .relays SOand NK are both in their picked up positions, and thus energy is appliedto wire '7 associated with the reference line P6 through front contact27@ of relay NK 'and front contact 271 of relay SO to punch adistinctive code on the tape to call for the printing of a ldashsymbol'on the train record sheet 5l.

Timer Corien-It has been heretofore pointed out how the Tape Puncher 59and the Automatic Typewriter Sil are operated in accordance with timecodes set up by contacts of the stepping relays T1, T2 and T3 (see FIG.2B). Consideration will now be given as to how these stepping relays areoperated.

Relay TEP (see FlG. 2B) is pulsed ata rate of one operation perl minuteresponsive to the pulsing of contact 69 by a cam CM1, which in turn isdriven by the synchro- `nous motor CM.

lt is further provided that the relay TEP is maintained energized attimes when the recording of a time isbeing made so that the code willnot be changed during a cycle of operation; but this vdoes not seriouslyaffect ".e timing because of the relatively short interval of timerequired for the printing to take place on the Train Record Sheet 51.The entire cycle of operation may take only slightly more than onesecond, for example, dependent upon the type of code communicationsystem with which the present invention is employed. The stick circuitby which relay TEP is maintained picked up at this time includes frontcontact 275 of relay TD (see FIG. 2C), were 276 and front contact 277 ofrelay TEP. The relay TD has been described as being maiutained picked upuntil after the Tape Puncher 59 has completed its operation.

Each time the relay TEP is picked up, the closure of its front contact273 energizes the stepping relay T1 and thus actuates the stepping relayT1 one step for each minute. On` the ninth step of the stepping relayT1, the stepping relay T1 closes a circuit whereby the next pulse willalso energize the relay T2 to actuate the stepping relay T2 one step.The circuit includesfront contact 278 oi relay TEP, movable contactor279 of stepping relay T1 in step 9 position and winding of steppingrelay T2. Similarly the stepping relay T2 is actuated when the steppingrelay T1 is on steps 19 and 29. rlfhus the stepping switch T2 isactuated at ten minute intervals.

The stepping relay T2 therefore counts one hour upon taking sixsteps,and the relay T3 becomes actuated every hour in accordance with theenergization of circuits closed for its winding during steps 5, 11, 17,23 and 29 of stepping relay T2. The circuit by which the stepping relayT3 is energized when stepping relay T2 is on step 5, for example,includes Vfront contact 278 of relay TEP, movable contactor 279 ofstepping relay T1 and movable contacter 230 of stepping relay T2 in itsstep 5 position. Thus the stepping relay T3 is actuated one step foreach hour until twelve steps have been taken, and then it is steppedrapidly to step so that itis in condition to start another cycle otoperation. The energization ofthe stepping relay T3 during steps 12, 13and 14 is through movable contacter 231 of stepping relay T3V and backcontact 232 of relay T3. The back Contact 282' of relay T3 is openedupon energization of the relay T3, and thus provides pulsing to drivethe stepping relay to its step 15 position.

In addition to the means for driving the stepping relays T1, T2 and T3as has been described, each of these relayis can also be actuated forsetting by the actuation of associated push buttons. Thus the relay T1can be set by actuation of` push button 282, the relay T2k by actuationof pushbutton 283andthe relay T3 by actuation of push button 2&4. Theselection of codes for punching the tape S3 by the Tape Puncher S9 inaccordance with time has been heretofore considered.

APlttrrzll'ty of Vehicles in a Block-In addition to the mode ofoperation in tracking'as `has been heretofore described for the passageof a single vehicle, provision is made for the storage of identity andrelativesequence of vehicles for a plurality of vehicles in the sameblock between passing sidings, and also for each of the passing sidings.Thus with reference to FIG. 1, steps 1 and 2 are illustrated as beingassociated with the block approaching Othe passing siding A and thesteps 3 and 4 are illustrated as being associated with occupancy` of thepassing siding A. r

The first vehicle -to enter the blockapproaching the passing siding Awill have its associatedstepping relay actuated to step No. 2 as has4been `heretofore described, and if a following vehicle occupies thatsame block beforethe rst vehicle leaves that block, 1its associatedstepping relaywill be actuated to -step No. 1 only when the tirs-tvehicle enters the next OS track section, the storage Sil of the secondvehicle is moved in its stepping relay from step No. 1 to step No. 2.Thus the order of vehicles is maintained -in the stepping relays. it isnecessary to maintain a distinction between successive vehicles in ablock because the time of lthe tirst Vehicle entering the next OS tracksection should be registered at the time when entry is made, Iand asubsequent time should be registered for the second vehicle when thatvehicle enters the OS track section. It is therefore provided thatregistration of a time on the Train Record Sheet' 51 is renderedeffective only for the vehicle having its presence registered by step 2for the block approaching the passing siding A, and similarlyregistration -on the Train Record Sheet 51 is rendered effective only4for vehicles in the passing siding having their presence registered bytheir associated stepping relays being on step No. 4.

To consider the mode of operation more specically, it will be assumedthat the presence of a rst vehicle `in the block approaching the passingsiding A for eastbound traiiic is registered Iby the stepping relaylESl" being Kactuated to step No. 2 as has been heretofore described. Itwill further be `assumed that Ia second vehicle enters the block and theoperator pushes his station 1 push button SBP (see FIG. 2C) `to causethe picking up of relay 1ST for registering the presence of the secondvehicle. It will also be assumed that the Vtoken for the second vehicleis inserted in token jack TIEZ (see FIG. l) on the token panel 55 torender rthe stepping switch ZESP effective for tracking the secondvehicle.

Relay TD (see FIG. 2C) is picked up `as 'has been heretofore `describedin response to actuation of the button SPB for registering the secondvehicle into the block, and the rel-ay ZEP (see FIG. 2D) becomes pickedup 4to se- `lect the code set up by the token inserted in :the jack TIE2las the code yto select the particular row on the Train Record Sheet 51in which the record of the progress ot the second vehicle will beprinted. The circuit for :the energiaation lof the relay ZEP includesfront Contact 12@ of relay TD (see FIG. 2C), wire 121, back contact 122of relay E2DR, front contact 123 of relay 1ST, wire 124, movablecontacter 285 of stepping relay ZESP in step St) position, Wire 236,contact 287 of the switch closed by the insertion of the token in ythetoken jack TIE?. and upper winding of relay ZEP. The picking up of thisrelay closes ia stick circuit at fron-t contact 288 to energize thelower Winding of relay 2EP and maintain that relay picked up throughoutthe cycle of operation. The punching of the tape by the Tape Puncher 59follows the same mode of operation Ias has been heretofore described,the codes punched being such `as to aotuate the Train Record Sheet 51 inthe Automatic Typewriter 5G to a position to type a time i-n the rowcorresponding to the code of the token inserted, and in a column cor'-responding to station No. 1.

The picking up `of the station rel-ay 1ST causes the picking up of relayEROS (see FIG. 2D) by the energization of a circuit including frontcontact 213 lof relay 1ST (see FIG. 2E) Vand Wire 214. Y The relay ERO?.is also picked up at this time because of the stepping relay IESP beingassumed to he in its step 2 position. The circuit :tor the energizationof relay ERO2 includes movable contacter 213 of Stepp-ing :switch IESPin the step 2po`- sition, wire 227, front contact 228 of rel-ay 1ST IandWire 229.

The stepping switch 2ESP becomes actuated to its step No. 1 position inaccordance with the energization of its Winding by a circuit includingfront contact 2W? of relay EADR (see FIG. 2E), wire 268, front contact209 of relay 1ST, front contact 289 of relay ZEP, wire 2.9i) =andcontract 291 of stepping relay ZESP. The energization of relay ZESPope-ns back contact 70 in the circuit for relay ESP? (see FIG. 2D) andcauses this relay to be dropped away and to open the circuit for relayEADR lat front Contact 73. When the stepping relay ZESP is is actuatedto its step No. il position, energy is applied through movable contacter292 of this relay, wire 2i?, front cont-act 22d `of relay 1ST and wireZZ to the winding of relay EROI to cause `the picking up of that relay.With the relays EROi, EROZ and ERO3 all in their picked up positions,there can be no further circuit closed during 4the cycle for theenergization of relay EADR, and thus there is no further progress of thestepping of the epping -relay ESP during that cycle of operation.

Assuming that two eastbound vehicles are lapproaching the passing sidingA as has been described, and lthe rst vehicle has its storage identifiedby the relay iESl3 on step 2, and the second vehicle has i-ts storageidentified lby the relay ZESP on step t, it will now be .assumed .thatthe irst vehicle moves into the passing siding A, thus enters thedetector track section 5d (see FG. l) over the track switch at theleft-hand end of the passing siding A in its reverse position. With thetrack switch in its reverse position, the stepping relay iESP is steppedto step No. 4, but it cannot proceed to step No. S because of all of thestep counting relays EROl, EROE yand EROE being in their picked uppositions arer the fourth step has been taken.

The progress in stepping to steps 3 and 4l of the stepping relay iESP isthe same as has een heretofore described for the passage of a vehicle onthe main track. The relay ERO3 is picked up as has been heretoforedescribed in accordance with the ciosure of iront Contact 24d of relay2ST (see EiG. 2E) Reiay ERG?d is picked up as has been heretoforedescribed in accordance with the closure of front contact 2d@ o' relay2ST and in accordance with the relay TES? being in its :second stepposition. vWhen the steppingV relay iESP is actuated to step No. d, acircuit 4is closedV for the energization oi relay EROT, with the trackswitch in its reverse position including movable contactor 2id (see EiG.2E) ot stepping relay EESP in its step d position, front contact 293 ofrelay 2ST, iront contact 294 `of relay RK .and wire 221.

With the relays EROE., EROE and EROS all in their picked up positions,the relay EADR cannot be picked up again for actuation yof the `steppingrelay TES? to step S. This is in accordance with step 5 being reservedfor storage Lof `a vehicle in the stretch of rn-ain track associatedwith the passing siding A. .The step No. 5 can be used for storage ofthe presence ot the second l vehicle in the passing siding A if suchvehicle is moved into the passing siding.

With the relays EROE, EROZ and EROS all in their ypicked up positions,the relay EZDR becomes picked up to initiate the transfer of the storagein stepping relay ZESP from step l to step 2. The circuit by which therelay EZDR is picked up includes iront contacts '73, 7d, 223 and 295 ofrelays ESP?, EROi, EROE and EROS respectively and wire 2%. This relay ismaintained picked up by a stick circuit including wire 2%7 and frontcontact 298 of relay EZDR to maintain the relay EZDR picked up for theremainder of the cycle. i

Upon the picking up of relay EZR, the relay ZERP becomes picked up forselecting the stepping relay 2ESP as the relay to be advanced one step.The circuit by which the relay 2ER? is picked up includes front contacti2@ of relay TD (see EEG. 2c), Wire 12T, front con-- tact 122 of relayEZDR, wire 299, front contact 309 ot relay 2ST, wire 3M, movablecontacter 302 of stepper relay ZESP on step No. i and wire M93. Thepicking up of relay ERP closes a circuit for the energization of thewinding of stepping yrelay ZES? including back contact 304 of relay ERDR(see FllG. 2E), wire 365, front contact 306 of relay EZRP, wire 3d? andcontacttl of relay ZESP which is closed at this time. The energizationof relay ZESP advances that relay to step No. 2, and the energizationalso opens back contact 7@ in the circuit for the relay ESP? to causelthe relay ESP? Vto become dropped away. The dropping away of relay ESP?closes a circuit for the picking up of relay ERDR to remove energy fromthe Winding of the stepping relay ZES?. Relay ERDR is picked up by theenergization of a circuit including front contact Sti@ of relay 2ERP,back contact 3m, of relay ESPP and Wire dit. Relay ERDR is maintainedpicked up for the remainder of the cycle of operation by the closure ofa stick circuit including iront contact if ot relay ERDR. The opening ofback Contact Edd of relay ERDR deenergizes the stepping reiay ZES? andthus causes the relay ESPP (see FIG. 2D) to become picked up but therelay ERDR remains in its picked up position until the end of the cycleand thus no further advance of the stepping relay ZESP can made at thistime.

The stepping relay ZES? is thus advanced to step No. 2 because itsassociated vehicle is the next vehicle to enter the OS track section 5d(see EEG. l), either to proceed on the -main track or to enter thepassing siding. If the vehicle is to enter the passing siding, theindication of the track switch being in its reverse position providesthat the stepping relay ESP will be advanced only one step, but if thetrack switch is in its normal position, this provides that'the steppingrelay ZES? will be advanced to step No. s', which is the step that isused for storage of the presence of a vehicle `in the main stretch oftrack associated with the passing siding A. if the second vehicle ismoved into the passing siding A so that two vehicles occupy the passingsiding, the rst vehicle is stored as has been described by the steppingrelay EESP being on step d, and the second vehicleis stored as being inthe Vpassing siding A by i-ts stepping relay ZESP being operated only tostep No. a. Thus the order of vehicles is maintained by the sequence ofstep storages, even though they are both being tracked by differentstepping relays.

It will be noted that under conditions where east-bound vehicles areoccupying both the main track and passing siding for the same directionof trafc as has been heretofore described, the advance of a stepper inaccordance with the movement of the first vehicle out of the passingsiding is chosen in accordance with the position of the track switch.Thus, if the 0S track section at the rightlland end of the passingsiding A is entered by a vehicle with the track switch in its reverseposition, the stepping relay belonging to the vehicle having occupiedthe passing siding is advanced to step 7 (if no other vehicle is in theblock 52). if, on the other hand, the vehicle entering the OS tracksection at the right-hand end of the track section A is entering with'the track switch at that end of the passing siding in its normalposition, the step-v ping relay providing a storage for that vehicle isadvanced from step 5 to step 7 (assuming no other vehicle is occupyingthe block between passing sidings A and B).

Ir" a rst vehicle is already occupying the block between the passingsidings A and B, the stepping relay belonging to the vehicle enteringthe block will be actuated only to step d in accordance with the sameprinciples of operation that have been heretofore specifically describedfor moving asecond vehicle into'the block in approach ot the passingsiding A for eastbound trahie. Y

it is believed that it should be readily apparent from the typicalcircuits that have been described in detail that a similar mode ofoperation is rendered eiective in tracking the passage of first andsecond vehicles through the area associated with the passing siding B.It is to be further understood that similar apparatus to that which hasbeen described is provided for the tracking of westbound vehicles, andthe mode of operation of the tracking apparatus upon the meeting ofvehicles at passing sidings is comparable to the organization that hasbeen described, except that the tracking of eastbound and westboundvehicles is provided by separate similar apparatus.

Having thusV described one embodiment of a recording system tor printingarrival times of vehicles on a record s, 1 van 25 21 sheet, it is to beunderstood that this `embodiment has been disclosed more particularly toillustrate the principles and mode of operation involved, and thatvarious adaptations, alterations and modifications may be applied to thespecific form shown according to the require- 'ments of practice withoutin any mannerdeparting from the spirit or scope of the present inventionexcept as limited by the appending claims.

What I claim is:

1. A recording system for printing arrival times on a record sheet ofvehicles when passing given spaced locations along a right-of-way indesignated rows and columns of :a tabulation' on a record sheetcomprising, punching means selectively responsive to the progress of avehicle along the right-of-way through each of the locations forselectively punching on a tapecodes indicative of at least the identityof the vehicle and its location and time of arrival at such location;and typewriting means selectively responsive to the punching on the tapefor selectively positioning the record sheet in the typewriter to aselected row and column in accordance with the identity and locationcodes respectively punched on the tape, said typewriting mea-ns beingeffective to type a time on the record sheet in accordance with a timecode punched on the tape when the record sheet has been positioned to aselected row and column.

2. A recording system according to claim 1 wherein the given spacedlocations are field stations in a centralized traffic control system andcommunication means is provided for communication of vehicle occupancyindications from the several field stations to a control ofiice forrendering the punching means effective.

3. A recording system according to claim 2 wherein the communicationmeans includes normally at rest code communication apparatus renderedoperable through an indication cycle of operation upon passage of avehicle at any one of the field stations for transmitting vehicleoccupancy indications to the control office.

4. A recording system according to claim 3 wherein the punching of thetape by said punching means is rendered effective only during a cycle ofoperation of the code communication system.

5. A recording system for printing arrival times on a record sheet ofvehicles when arriving at the ends of passing sidings in a single trackright-of-way comprising, stepping means operable through several stepsfor tracking the passage or^ a particular vehicle through theiight-ofway, circuit means for actuating said stepping means at leastone step when said particular vehicle arrives at the several ends of thepassing sidings, and means responsive to the arrival of said particularvehicle at each siding end for typing the arrival time of the vehicle ona train record sheet in a row selected in accordance with the Iidentityofthe vehicle and in a column selected in accordance with the step towhich said stepping is actuated.

6. A recording system according to claim 5 wherein the stepping meansincludes a stepper relay for tracking step by step the passage of saidparticular vehicle through the right-of-way.

7. A recording system according to claim 5 wherein said stepping meansis actuated selectively different numbers of steps upon arrival of avehicle at the end of a passing siding, the number of steps actuatedbeing determined in accordance with whether or not at least one vehicleis in a stretch of right-of-way substantially immediately in advance ofsaid particular vehicle.

8. A recording system to claim '7 wherein said stepping means for asecond vehicle is advanced one step in response to a first vehiclehaving arrived at one end of a passing siding.

9. A recording system for printing arrival times at a control office ona record sheet of vehicles when arriving at the ends of passing sidingsin a single track right-of-way comprising, a token panel at the controloliice having a plurality of multiple Contact token jacks disposedthereon, a plurality of tokens receivable in the token jacks, each ofthe tokens having a distinctive combination of positions for actuatingthe multiple contacts selectively of any one of said token jacks to setup a distinctive identification code characteristic 'of a particularvehicle for which the token maybe inserted in any one of the tokenjacks, a stepping relay for each of the token jacks for tracking avehicle identified by the identity code of a token inserted in the tokenjack, stepping means for actuating said stepping relay in response tothearrival of a vehicle coresponding to the identity code of an associatedtoken at each of the ends of the passing sidings, and recording meansincluding said tokens and said stepping relays responsive to the arrivalof vehicles at the ends of the passi-ng sidings for printing the arrivaltimes on a record sheet in rows selected by the identity codes of thetokens and in columns corresponding to the ends of the passing sidings.

10. A recording system according to claim 9 wherein the stepping relaysselect a particular token jack for controlling the recording means inresponse to the approach of an end of a passing siding by a vehicle.

11. A recording system for printing arrival times on a record sheet at acontrol ofiice of a vehicle when it arrives at field stations at theends of passing sidings in a single track right-ofav/ay comprising,normally at rest code communication means connecting a control ofiiceand the field stations operable through a cycle of operation tocommunicate an indication to the control office in response to thearrival of a vehicle at one of the passing sidings, tracking means atthe control ofiice for identifying and tracking the vehicle through theseveral field stations along the right-of-way, and recording means atthe control oice responsive to an indication received from a fieldstation by said code communication means for typing the arrival time ofthe vehicle on a record sheet in a position selected by said trackingmeans.

l2. A recording system according to claim 11 wherein the recording meanstypes the arrival time in a row selected by said tracking meansaccording to vehicle identity and i-n a column selected according to theparticular field station that is transmitting the indication.

13. A recording system according to claim l1 wherein the recording meansis rendered operable only during a cycle of operation of thecommunication means.

14. A recording system according to claim 12 wherein the recording meansincludes an automatic typewriter actuated by a punched tape and it alsoincludes tape punching means for punching codes on the tape during acycle of operation of said code communication means.

15. A recording system for printing arrival times at a control ofiice ona record sheet of the arrival of a vehicle at each of several fieldstations at the ends of passing sidings in a single stretch right-of-waycomprising, punching means responsive to the arrival of the vehicle ateach of the field stations for punching selected codes on a tapeincluding a code indicative of the arrival time of the vehicle at thatfield station, and automatic typewriting means selectively actuated bypunchings on said tape for typing the arrival times of said vehicle atthe several field stations in the same row but in different columns.

16. A recording system according to claim 15 wherein said punching meanscomprises stepping means for selectively punching codes indicative oftime.

17. A recording system according to claim 16 wherein the stepping meansincludes a plurality of stepping relays for counting minutes and hoursrespectively.

18. A recording system according to claim 17 wherein codes for minutesare selected by one of the stepping relays and codes for hours areselected by another of the stepping relays.

19. A recording system at a control oiice for indicating the arrival ofvehicles at the ends of passing sidings in a single track right-of-waycomprising, stepping means operable through several steps for trackingthe passage of a vehicle throughthe right-of-way, said stepping meansbeing actuated in response to a vehicle approaching an end of a passingsiding for a number of steps selected in accordance with the position ofthe track switch at that end of the passing siding, and indication meanscontrolled in accordance with the condition of said stepping means forindicating the arrival of a vehicle at the ends of the passing sidings.

20. A recording system according to claim 19 wherein said indicationmeans comprises automatic typewriting means for typing arrival times ona record sheet of venicles in rows selected by said stepping means.

References Cited by the Examiner UNITED STATES PATENTS Sedgwick 346-81 XSimonsson 346-52 Gransbnry 346-93 X Lewis 246-124 Metropole et al 197-20Johnson 24116-124 Mordin 246-2 X Tholstrup 197-2() X Y Schmidt 340-23Intagliata et al 197-20 X Reichert 346-52 X 15 ARTHUR L. LA POINT, PrimmExaminer.

JAMES S. SHANK, Examiner.

11. A RECORDING SYSTEM FOR PRINTING ARRIVAL TIMES ON A RECORD SHEET AT ACONTROL OFFICE OF A VEHICLE WHEN IT ARRIVES AT FIELD STATIONS AT THEENDS OF PASSING SIDINGS IN A SINGLE TRACK RIGHT-AWAY COMPRISING,NORMALLY AT REST CODE COMMUNICATION MEANS CONNECTING A CONTROL OFFICEAND THE FIELD STATIONS OPERABLE THROUGH A CYCLE OF OPERATION TOCOMMUNICATE AN INDICATION TO THE CONTROL OFFICE IN RESPONSE TO THEARRIVAL OF A VEHICLE AT ONE OF THE PASSING SIDINGS, TRACKING MEANS ATTHE CONTROL OFFICE FOR INDENTIFYING AND TRACKING THE VEHICLE THROUGH THESEVERAL FIELD STATIONS ALONG THE RIGHT-OF-WAY, AND RECORDING MEANS ATTHE CONTROL OFFICE RESPONSIVE TO AN INDICATION RECEIVED FROM A FIELDSTATION BY SAID CODE COMMUNICATION MEANS FOR TYPING THE ARRIVAL TIME OFTHE VEHICLE ON A RECORD SHEET IN A POSITION SELECTED BY SAID TRACKINGMEANS.